CN112566835B - Steering control method and steering control device - Google Patents
Steering control method and steering control device Download PDFInfo
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- CN112566835B CN112566835B CN201880096613.6A CN201880096613A CN112566835B CN 112566835 B CN112566835 B CN 112566835B CN 201880096613 A CN201880096613 A CN 201880096613A CN 112566835 B CN112566835 B CN 112566835B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
- B62D15/02—Steering position indicators ; Steering position determination; Steering aids
- B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
Abstract
In a steering control method for a vehicle provided with a steer-by-wire steering mechanism in which steering wheels (34 FL, 34 FR) and a steering wheel (31 a) are mechanically separated from each other, a steering reaction force is generated by an actuator and applied to the steering wheel, the steering reaction force including a restoration component for restoring a steering angle of the steering wheel to a reference angle, a viscosity component corresponding to a steering angular velocity of the steering wheel, and a friction component corresponding to the steering angular velocity (S9), the steering reaction force is controlled so that the steering angle becomes a target steering angle for causing the vehicle to travel along a target travel track (S1, S5), the steering wheel angle of the steering wheel is controlled according to the steering angle (S11), it is determined whether the steering wheel is operated by a driver (S2), and when the steering wheel is not operated by the driver, the friction component included in the steering reaction force is suppressed (S6 to S9).
Description
Technical Field
The present invention relates to a steering control method and a steering control device.
Background
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open No. 2007-137287
Disclosure of Invention
Problems to be solved by the invention
In a vehicle employing a steer-by-wire steering mechanism, the steering wheel and the steered wheels are mechanically separated. Therefore, the steering reaction force can be artificially generated by the actuator, and the steering feeling can be improved.
However, when the steering angle of the steering wheel is controlled by the automatic steering control and the steered wheels are controlled according to the steering angle of the steering wheel, the steering angle may fluctuate due to a steering reaction force generated by the actuator, and smooth steering under the automatic steering control may be hindered.
The present invention aims to provide a steering reaction force for enabling smooth steering under automatic steering control to a steering wheel.
Means for solving the problems
According to one aspect of the present invention, there is provided a steering control method for a vehicle including a steer-by-wire steering mechanism in which a steering wheel and steered wheels are mechanically separated. In a steering control method, a steering reaction force is set, an actuator for applying a rotation torque to a steering wheel is controlled so that the steering wheel generates a steering reaction force, the steering reaction force includes a restoration component for restoring a steering angle of the steering wheel to a reference angle, a viscosity component corresponding to a steering angular velocity of the steering wheel, and a friction component corresponding to the steering angular velocity, a steering angle of a steering wheel is controlled according to the steering angle, it is determined whether or not the driver is operating the steering wheel, a target running track on which a vehicle runs is set when the driver is not operating the steering wheel, and the actuator is controlled so that the friction component included in the steering reaction force is suppressed so that the steering angle of the steering wheel becomes the target steering angle for running the vehicle along the target running track.
ADVANTAGEOUS EFFECTS OF INVENTION
According to one aspect of the present invention, a steering reaction force for enabling smooth steering under automatic steering control can be applied to the steering wheel.
The objects and advantages of the invention will be realized and attained by means of the elements and combinations particularly pointed out in the appended claims. It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.
Drawings
Fig. 1 is a schematic configuration diagram of an example of a vehicle control device according to an embodiment.
Fig. 2 is a schematic configuration diagram of an example of a steering system of a vehicle in which a vehicle control device is mounted.
Fig. 3 is a block diagram showing a configuration example of the reaction force control unit in fig. 2.
Fig. 4A is an explanatory diagram of an example of the restoring torque characteristic curve.
Fig. 4B is an explanatory diagram of a restoring torque characteristic curve after the offset based on the target steering angle.
Fig. 5 is a diagram illustrating an example of the characteristics of the viscous torque.
Fig. 6 is a diagram illustrating an example of the characteristics of the friction torque.
Fig. 7A is an explanatory diagram of a first example of the coefficient α according to the steering angular velocity.
Fig. 7B is an explanatory diagram of a second example of the coefficient α according to the steering angular velocity.
Fig. 8 is a flowchart of an example of the steering control method according to the embodiment.
Detailed Description
Embodiments of the present invention will be described below with reference to the drawings.
(Structure)
Refer to fig. 1. A vehicle (hereinafter, referred to as "own vehicle") on which the vehicle control device 1 is mounted includes a steer-by-wire steering mechanism in which a steering wheel and steered wheels are mechanically separated. The vehicle control device 1 controls a steering angle of a steered wheel and a steering reaction force applied to a steering wheel.
The vehicle control device 1 performs automatic driving control for automatically driving the host vehicle without the involvement of the driver or driving assistance control for assisting the driving of the host vehicle by the driver, based on the running environment around the host vehicle.
For example, the driving assistance control includes lane keeping control, preceding vehicle following control, automatic braking control, constant speed running control, and the like.
The vehicle control device 1 includes an external sensor 2, an internal sensor 3, a positioning device 4, a map database 5, a communication device 6, a navigation system 7, a travel controller 8, an accelerator opening actuator 9, a brake control actuator 10, a controller 11, a reaction force actuator 12, a first drive circuit 13, a steering actuator 14, and a second drive circuit 15. The map database is expressed as "map DB" in the drawings.
The external sensor 2 is a sensor that detects the environment around the host vehicle, for example, an object around the host vehicle. The external sensor 2 may for example comprise a camera 16 and a distance measuring device 17.
The camera 16 and the distance measuring device 17 detect the surroundings of the host vehicle, such as objects (e.g., other vehicles, pedestrians, white lines such as lane boundaries or lane markings, traffic lights, stop lines, signs, buildings, utility poles, curbs, crosswalks, and other features provided on or around the road), the relative position of the object with respect to the host vehicle, and the relative distance between the host vehicle and the object.
The camera 16 may be a stereo camera, for example. The camera 16 may be a monocular camera, and the same object may be photographed at a plurality of viewpoints by the monocular camera and the distance to the object may be calculated. In addition, the distance to the object may be calculated based on the touchdown position of the object detected from the captured image obtained by the monocular camera.
The distance measuring device 17 may be, for example, a Laser Range Finder (LRF), a radar unit, or a Laser scanner unit.
The camera 16 and the distance measuring device 17 output the information of the detected surrounding environment, that is, the surrounding environment information to the navigation system 7, the travel controller 8, and the controller 11.
The internal sensor 3 is a sensor that detects the running state of the vehicle. The internal sensor 3 may include, for example, a vehicle speed sensor 18 and a steering angle sensor 19.
The vehicle speed sensor 18 detects the vehicle speed of the own vehicle. The steering angle sensor 19 detects a column shaft rotation angle, that is, a steering angle θ s (handle) angle of the steering wheel.
The internal sensor 3 may include, for example, an acceleration sensor that detects an acceleration generated by the host vehicle, or a gyro sensor that detects an angular velocity of the host vehicle.
The internal sensor 3 outputs traveling state information, which is information of the detected traveling state, to the navigation system 7, the traveling controller 8, and the controller 11.
The positioning device 4 receives radio waves from a plurality of navigation satellites to acquire the current position of the vehicle, and outputs the acquired current position of the vehicle to the navigation system 7 and the travel controller 8. The Positioning device 4 may include, for example, a GPS (Global Positioning System) receiver or a Global Positioning System (GNSS) receiver other than the GPS receiver.
The map database 5 stores road map data.
The road map data includes the shape (lane shape) or coordinate information of a white line such as a lane boundary line or a lane dividing line, the height of a road or a white line, and coordinate information of a feature such as a traffic light, a stop line, a sign, a building, a power pole, a curb, or a crosswalk provided on or around a road.
The road map data may further include information on the type of road, the gradient of the road, the number of lanes, a limit speed (legal speed), a road width, whether or not there is a merge point, and the like. The road type may include, for example, a general road and an expressway.
The map database 5 is referred to by the navigation system 7 and the travel controller 8.
The communication device 6 performs wireless communication with a communication device outside the vehicle. The communication method of the communication device 6 may be, for example, wireless communication using a public land mobile network, vehicle-to-vehicle communication, road-to-vehicle communication, or satellite communication.
The navigation system 7, the travel controller 8, and the controller 11 may acquire road map data from an external information processing device via the communication device 6 instead of the map database 5, or may acquire road map data from an external information processing device via the communication device 6 in addition to the map database 5.
The navigation system 7 provides a route guidance for an occupant of the host vehicle to a destination set on a map by a driver of the host vehicle. The navigation system 7 estimates the current position of the vehicle using various information input from the external sensor 2, the internal sensor 3, and the positioning device 4, generates a route to a destination, and guides the passenger with the route. The navigation system 7 outputs its route information to the travel controller 8.
The travel controller 8 performs driving support control such as lane keeping control, preceding vehicle following control, automatic braking control, and constant speed travel control, or automatic driving control for automatically driving the host vehicle without the involvement of a driver.
For example, in the driving assistance control, the running controller 8 sets a target running track on which the own vehicle is to run, based on the positioning result of the positioning device 4, the surrounding environment detected by the external sensor 2, the road map data of the map database 5, and the running state of the own vehicle detected by the internal sensor 3.
In the automatic driving control, the travel controller 8 sets a target travel track on which the host vehicle is to travel, based on the route information, the surrounding environment, the road map data, and the travel state of the host vehicle output from the navigation system 7.
The travel controller 8 drives the accelerator opening actuator 9 and the brake control actuator 10 to control the driving force and the braking force of the vehicle so as to cause the vehicle to travel along the target travel track.
The accelerator opening actuator 9 controls the accelerator opening of the vehicle. The brake control actuator 10 controls a braking operation of a brake device of the vehicle.
When the driving support control or the automatic driving control includes the automatic steering control, the travel controller 8 determines a target steering angle θ t of a steering wheel for causing the host vehicle to travel along the target travel track. The travel controller 8 outputs the target steering angle θ t to the controller 11.
The controller 11 is an Electronic Control Unit (ECU) that controls the turning of the steered wheels and the reaction force of the steering wheel.
The controller 11 includes peripheral components such as a processor 20 and a storage device 21. The processor 20 may be, for example, a CPU (Central Processing Unit) or an MPU (Micro-Processing Unit).
The controller 11 may be an electronic control unit integrated with the travel controller 8 or may be an independent electronic control unit.
The storage device 21 may include a semiconductor storage device, a magnetic storage device, and an optical storage device. The storage device 21 may include a register, a cache Memory, a ROM (Read Only Memory) and a RAM (Random Access Memory) as main storage devices.
The controller 11 may be implemented by a functional logic circuit provided in a general-purpose semiconductor integrated circuit. For example, the controller 11 may include a Programmable Logic Device (PLD) such as a Field-Programmable Gate Array (FPGA), and the like.
The controller 11 determines a command steering torque Tr, which is a command value of a turning torque to be applied to the steering wheel, based on the steering angle θ s of the steering wheel, the steering angular velocity Δ θ s, the vehicle speed of the host vehicle, and the target steering angle θ t determined by the travel controller 8.
At this time, the controller 11 determines whether or not the driver has operated the steering wheel, and determines the steering angle control torque so that the steering angle θ s becomes the target steering angle θ t when the driver has not operated the steering wheel.
The controller 11 outputs a control signal for causing the reaction force actuator 12 to generate the determined rotation torque to the first drive circuit 13 to drive the reaction force actuator 12, thereby applying the determined steering reaction force torque or steering angle control torque to the steering wheel.
The controller 11 determines a command steering angle, which is a command value of a steering angle of the steered wheels, based on a steering angle θ s and a steering angular velocity Δ θ s of the steering wheel operated by the driver or the reaction force actuator 12.
The controller 11 outputs the determined command turning angle to the second drive circuit 15, and drives the turning actuator 14 so that the actual turning angle becomes the command turning angle.
A steering system of a host vehicle provided with a steer-by-wire steering mechanism will be described with reference to fig. 2.
The vehicle includes a steering unit 31, a turning unit 32, and a backup clutch 33. When the backup clutch 33 is in the released state, the steering section 31 that receives the steering input of the driver and the steering section 32 that steers the left and right front wheels 34FL, 34FR as the steered wheels are mechanically separated.
The steering unit 31 includes a steering wheel 31a, a column shaft 31b, a current sensor 31c, a reaction force actuator 12, a first drive circuit 13, and a steering angle sensor 19.
The steering unit 32 includes a pinion shaft 32a, a steering gear 32b, a rack 32c, a steering rack 32d, the steering actuator 14, the second drive circuit 15, and a steering angle sensor 35.
Further, the controller 11 includes: a steering control unit 36 that determines a command steering angle from a steering angle θ s and a steering angular velocity Δ θ s of the steering wheel 31 a; and a reaction force control unit 37 for determining a command steering torque Tr based on the steering angle θ s, the steering angular velocity Δ θ s, the vehicle speed, and the target steering angle θ t determined by the travel controller 8.
The functions of the steering control unit 36 and the reaction force control unit 37 can be realized, for example, by the processor 20 executing a computer program stored in the storage device 21 of the controller 11.
The reaction force actuator 12, the first drive circuit 13, and the controller 11 form a steering control device.
The steering wheel 31a of the steering unit 31 is rotated in response to a steering input from the driver.
The column shaft 31b rotates integrally with the steering wheel 31a.
The reaction force actuator 12 may be, for example, an electric motor. The reaction force actuator 12 has an output shaft disposed coaxially with the column shaft 31 b.
The reaction force actuator 12 outputs the rotation torque applied to the steering wheel 31a to the column shaft 31b based on the command current output from the first drive circuit 13. By applying the rotation torque, the steering reaction torque or the steering angle control torque is generated in the steering wheel 31a.
The first drive circuit 13 controls the command current to be output to the reaction force actuator 12 by torque feedback for matching the actual steering reaction force torque estimated from the drive current of the reaction force actuator 12 detected by the current sensor 31c with the command steering torque Tr indicated by the control signal output from the reaction force control unit 37.
The steering angle sensor 19 detects a rotation angle of the column shaft 31b, that is, a steering angle (steering angle) θ s of the steering wheel 31a.
On the other hand, the steering gear 32b of the turning section 32 turns the right and left front wheels 34FL, 34FR in response to the rotation of the pinion shaft 32 a. As the steering gear 32b, for example, a rack and pinion type steering gear or the like can be used.
The turning wheel actuator 14 may be an electric motor such as a brushless motor. The output shaft of the wheel actuator 14 is connected to the rack 32c via a speed reducer.
The steering actuator 14 outputs steering torque for steering the left and right front wheels 34FL, 34FR to the steering rack 32d in accordance with the command current output from the second drive circuit 15.
The steering angle sensor 35 detects a rotation angle of the output shaft of the steering actuator 14, and detects the steering angle of the right and left front wheels 34FL, 34FR based on the detected rotation angle.
The second drive circuit 15 controls the command current output to the steering actuator 14 by angle feedback for matching the actual steering angle detected by the steering angle sensor 35 with the command steering angle indicated by the control signal from the steering control unit 36.
The backup clutch 33 is provided between the column shaft 31b and the pinion shaft 32 a. The backup clutch 33 mechanically disconnects the steering unit 31 from the turning unit 32 when in the released state, and mechanically connects the steering unit 31 to the turning unit 32 when in the engaged state.
The functional configuration of the reaction force control unit 37 will be described with reference to fig. 3.
The reaction force control unit 37 calculates a command steering torque Tr including a restoration torque Ts as a restoration component for restoring the steering angle θ s of the steering wheel 31a to a predetermined reference angle, a viscous torque Tv as a viscous component corresponding to the steering angular velocity Δ θ s, and a friction torque Tf as a friction component corresponding to the steering angular velocity Δ θ s.
The restoration torque Ts is a steering reaction torque that restores the steering angle θ s to a predetermined reference angle by the self-aligning torque (SAT).
When the steering angle θ s is not controlled by the automatic steering control of the travel controller 8, the reaction force control unit 37 sets the reference angle as the neutral position of the steering wheel 31a, and calculates the restoring torque Ts for restoring the steering angle θ s to the neutral position.
The characteristics of the restoration torque Ts when the steering angle θ s is not controlled by the automatic steering control will be described with reference to fig. 4A. The horizontal axis represents the steering angle θ s, and the vertical axis represents the restoring torque Ts.
Here, the sign of the clockwise steering angle θ s, which is the steering angle θ s turning to the right, is positive, and the sign of the counterclockwise steering angle θ s, which is the steering angle θ s turning to the left, is negative. The sign of the counterclockwise restoring torque Ts is positive, and the sign of the clockwise restoring torque Ts is negative.
When the steering angle θ s is controlled without the automatic steering control, the restoration torque Ts is zero when the steering angle θ s is zero, the counterclockwise restoration torque Ts is generated when the steering angle θ s increases from zero to the clockwise direction, and the clockwise restoration torque Ts is generated when the steering angle θ s increases from zero to the counterclockwise direction. Therefore, the restoring torque Ts acts to return the steering wheel 31a to the neutral position.
On the other hand, when the steering angle θ s is controlled by the automatic steering control of the travel controller 8, the reaction force control unit 37 sets the reference angle as the target steering angle θ t, and calculates the restoration torque Ts for restoring the steering angle θ s to the target steering angle θ t.
The characteristic of the restoration torque Ts when the steering angle θ s is controlled by the automatic steering control will be described with reference to fig. 4B.
In this case, the characteristic curve of the restoration torque Ts is shifted so that the restoration torque Ts becomes zero when the steering angle θ s is the target steering angle θ t. Therefore, the restoration torque Ts acts to restore the steering angle θ s to the target steering angle θ t. In other words, in order to make the steering angle θ s equal to the target steering angle θ t, a rotational torque is applied to the reaction force actuator 12 to generate a steering angle control torque in the steering wheel 31a.
Thus, if the driver does not operate the steering wheel 31a, the reaction force actuator 12 is servo-controlled so that the steering angle θ s matches the target steering angle θ t. The steering angle θ s is controlled so that the steering angle θ s becomes the target steering angle θ t determined by the travel controller 8 and the host vehicle travels along the target travel track.
Next, the viscous torque Tv is a torque obtained by simulating a viscous component (damping component) of the steering reaction torque acting on the steering wheel 31a in accordance with the steering angular velocity Δ θ s.
The viscous torque Tv has a characteristic shown in fig. 5, for example, and changes in accordance with the steering angular velocity Δ θ s.
The friction torque Tf is a steering torque obtained by simulating a friction component of a steering reaction force acting on the steering wheel 31a according to the steering angular velocity Δ θ s. By adding the friction torque Tf to the steering reaction torque, the steering wheel 31a is less likely to be operated even if a slight steering input from the driver is applied to the steering wheel 31a, and the steering wheel 31a can be stabilized.
The frictional torque Tf may have a characteristic such as that shown in fig. 6. When the absolute value of the steering angular velocity Δ θ s increases from 0 to Δ θ 1, the absolute value of the friction torque Tf increases to the peak value Tp. When the steering angular velocity Δ θ s exceeds the peak value Tp, the absolute value of the friction torque Tf rapidly decreases because the static friction is switched to the dynamic friction, and thereafter becomes approximately a fixed value even if the absolute value of the steering angular velocity Δ θ s increases. As described above, the friction torque Tf may have a characteristic in which the friction acting on the steering wheel 31a switches between static friction and dynamic friction.
Refer to fig. 3. As described with reference to fig. 4A and 4B, the reaction force control unit 37 switches the characteristic of the restoration torque Ts according to whether or not the steering angle θ s is controlled by the automatic steering control.
Therefore, the reaction force control unit 37 includes a steering determination unit 40 that determines whether or not the driver is manually operating the steering wheel 31a.
The steering determining unit 40 outputs a first gain K indicating whether or not the steering wheel 31a is being manually operated. The value of the first gain K when the steering wheel 31a is being manually operated is "0", and the value of the first gain K when the steering wheel 31a is not being manually operated is "1".
For example, the steering determining unit 40 may determine whether or not the steering wheel 31a is being manually operated based on the output of the reaction force actuator 12 and the steering angular velocity Δ θ s.
The steering determination unit 40 can determine whether or not the output of the reaction force actuator 12 is "0" based on the drive current of the reaction force actuator 12 detected by the current sensor 31 c. The steering determining unit 40 may obtain the steering angular velocity Δ θ s output from the angular velocity calculating unit 41 that differentiates the steering angle θ s.
For example, when both the output of the reaction force actuator 12 and the steering angular velocity Δ θ s are "0", the steering determination unit 40 may determine that the steering wheel 31a is not manually operated. In addition, when both the output of the reaction force actuator 12 and the steering angular velocity Δ θ s are not "0", the steering determination unit 40 may determine that the steering wheel 31a is not manually operated.
On the other hand, when one of the output of the reaction force actuator 12 and the steering angular velocity Δ θ s is "0" and the other is not "0", the steering determination unit 40 may determine that the steering wheel 31a is being manually operated.
For example, the steering determination unit 40 may determine whether or not the steering wheel 31a is being manually operated based on a mechanical model of the steering wheel 31a and the reaction force actuator 12.
For example, when the inertia of the steering wheel 31a and the reaction force actuator 12 is J, the torque of the reaction force actuator 12 is Tm, and the steering torque applied to the steering wheel 31a by the driver is Td, td = Js can be used 2 Tm to calculate the steering torque Td. s is the laplace operator.
The steering determination unit 40 may determine that the steering wheel 31a is not manually operated when the steering torque Td is smaller than a threshold value, and determine that the steering wheel 31a is manually operated when the steering torque Td is equal to or larger than the threshold value.
The steering determination unit 40 may determine whether or not the steering wheel 31a is being manually operated based on a touch sensor provided on the steering wheel 31a or an image of the driver captured by an in-vehicle camera.
For example, the steering determination unit 40 may determine that the steering wheel 31a is being manually operated when the steering torque Td is equal to or greater than a threshold value when the driver holds the steering wheel 31a.
The steering determination unit 40 may determine the value of the first gain K by combining these determination processes. For example, the steering determination unit 40 may set the value of the first gain K to "0" when it is determined from the steering angular velocity or the output of the reaction force actuator 12 and the mechanical model that the steering wheel 31a is not manually operated but it is determined from the touch sensor or the vehicle interior camera that the driver is manually operating the steering wheel 31a.
The reaction force control unit 37 includes a multiplier 42, a subtractor 43, an axial force calculation unit 44, an SAT calculation unit 45, a servo control unit 46, a multiplier 47, and an adder 48 in order to calculate the restoration torque Ts.
The multiplier 42 multiplies the target steering angle θ t output from the travel controller 8 by the first gain K. The multiplier 42 inputs the product (K × θ t) of the target steering angle θ t and the first gain K to the subtractor 43. The subtractor 43 inputs a difference (θ s- (K × θ t)) obtained by subtracting the product (K × θ t) from the steering angle θ s to the axial force calculation unit 44.
Thus, when the steering wheel 31a is manually operated (K = 0), the steering angle θ s is directly input to the axial force calculation unit 44.
When the steering wheel 31a is not manually operated (K = 1), a difference obtained by subtracting the target steering angle θ t from the steering angle θ s (i.e., an angle (θ s- θ t) obtained by shifting the steering angle θ s based on the target steering angle θ t) is input to the axial force calculation unit 44.
The axial force calculation unit 44 estimates the rack axial force with reference to the steering angle-axial force conversion correspondence relationship (MAP) based on the difference (θ s- (K × θ t)) and the vehicle speed of the host vehicle.
For example, the steering angle-axial force conversion correspondence relationship is a correspondence relationship that represents a relationship between a steering angle and a rack axial force at each vehicle speed in a conventional steering device, which is calculated in advance through experiments or the like.
The axial force calculation unit 44 outputs the calculation result to the SAT calculation unit 45. The SAT calculation unit 45 calculates a self-calibration torque based on the rack axial force estimated by the axial force calculation unit 44 and the vehicle speed of the host vehicle.
When the steering wheel 31a is manually operated (K = 0), the steering angle θ s is used to estimate the rack shaft force, and therefore the self-calibration torque becomes a steering reaction torque that returns the steering wheel 31a to the neutral position as shown in fig. 4A.
When the steering wheel 31a is not manually operated (K = 1), the rack shaft force is estimated using an angle (θ s- θ t) obtained by offsetting the steering angle θ s from the target steering angle θ t, and therefore the self-alignment torque becomes a steering reaction torque that returns the steering angle θ s to the target steering angle θ t as shown in fig. 4B.
When there is still a difference between the steering angle θ s after the steering is returned to the target steering angle θ t by the SAT calculation unit 45, the servo control unit 46 performs servo control on the reaction force actuator 12 so that the steering angle θ s matches the target steering angle θ t.
The multiplier 47 multiplies the servo signal calculated by the servo control unit 46 by the first gain K, and outputs the product to the adder 48.
The adder 48 outputs the sum of the product of the servo signal and the first gain K and the self-calibration torque as the recovery torque Ts.
Therefore, when the steering wheel 31a is manually operated (K = 0), the restoration torque Ts does not include the servo signal calculated by the servo control unit 46.
The reaction force control unit 37 includes a viscous torque calculation unit 49 that calculates the viscous torque Tv, and a friction torque calculation unit 50 that calculates the friction torque Tf.
The viscous torque calculation portion 49 may calculate the viscous torque Tv using a conversion correspondence relationship having the characteristics shown in fig. 5, for example, based on the steering angular velocity Δ θ s.
The friction torque calculation portion 50 may calculate the friction torque Tf using a conversion correspondence relationship having, for example, the characteristics shown in fig. 6, based on the steering angular velocity Δ θ s.
In a state where the steering angle θ s is being controlled by the automatic steering control (for example, a state where the steering wheel 31a is not manually operated), the motion of the steering wheel 31a may be uneven due to the friction torque Tf, resulting in an unnatural feeling for the driver. In addition, if the uneven motion is large, it may be expressed in a moving state of the vehicle.
This is caused, for example, when the friction coefficient sharply decreases with an increase in the sliding speed when the steering wheel 31a is rotated by the reaction force actuator 12, and when discontinuous friction reduction occurs when the static friction is changed to the dynamic friction. As a result, the friction torque Tf may prevent smooth steering under the automatic steering control.
Therefore, the reaction force control unit 37 calculates the second gain (1- α × K) for suppressing the friction torque Tf when the steering wheel 31a is not manually operated.
Specifically, the reaction force control unit 37 includes a coefficient calculation unit 51, a multiplier 52, and a subtractor 53.
The coefficient calculation unit 51 calculates a coefficient α corresponding to the steering angular velocity Δ θ s. The coefficient α is "0" in the case where the steering angular velocity Δ θ s is higher than the threshold value.
For example, the coefficient α may have a characteristic shown in fig. 7A. The coefficient α is "1" in a range where the steering angular velocity Δ θ s is equal to or less than the first threshold value Δ θ 2, the coefficient α is reduced from "1" to "0" in a range where the steering angular velocity Δ θ s is equal to or more than the first threshold value Δ θ 2 and equal to or less than the second threshold value Δ θ 3, and the coefficient α is "0" in a range where the steering angular velocity Δ θ s is equal to or more than the second threshold value Δ θ 3.
The coefficient α may have a characteristic shown in fig. 7B. The coefficient α is "1" in a range where the steering angular velocity Δ θ s is smaller than the third threshold value Δ θ 4, and is "0" in a range where the steering angular velocity Δ θ s is equal to or larger than the third threshold value Δ θ 4.
The multiplier 52 calculates the product (α × K) of the first gain K and the coefficient α, and the subtractor 53 calculates the second gain (1- α × K). The second gain (1- α × K) is multiplied by the friction torque Tf by the multiplier 54.
When the steering determination unit 40 determines that the steering wheel 31a is being manually operated (K = 0), the second gain (1- α × K) is set to "1". As a result, the multiplier 54 outputs the friction torque Tf.
In addition, if the steering angular velocity Δ θ s is high and the coefficient α is "0", the second gain (1- α × K) is set to "1". This is because, since the steering angular velocity Δ θ s is set to the upper limit in the automatic steering control, it can be determined that the steering wheel 31a is being manually operated when the steering angular velocity Δ θ s is higher than the upper limit in the automatic steering control.
When the steering wheel 31a is manually operated, the steering angular velocity Δ θ s increases in advance. Therefore, the manual operation can be detected quickly. Thus, even if the determination by the steering determination unit 40 is delayed or the detection of the manual operation fails, the friction torque Tf can be appropriately applied when the driver manually operates the steering wheel.
On the other hand, if the steering determining unit 40 determines that the steering wheel 31a is not manually operated (K = 1), the steering angular velocity Δ θ s is low, and the coefficient α is not "0", "α × K" is not "0", and the friction torque Tf output from the multiplier 54 is suppressed. For example, in the case where the coefficient α is "1", the second gain (1- α × K) is set to "0", so the output of the multiplier 54 becomes "0", and the friction torque Tf is completely eliminated.
Thus, in a situation where the steering angle θ s is controlled by the automatic steering control without manually operating the steering wheel 31a, the friction torque Tf acting on the steering wheel 31a can be suppressed. Therefore, it is possible to apply a steering reaction torque to the steering wheel so as to be able to perform smooth steering while suppressing the unevenness of the operation of the steering wheel 31a due to the friction torque Tf in the automatic steering control.
Here, by making the coefficient α smaller as the steering angular velocity Δ θ s is higher as in the range of Δ θ 2 to Δ θ 3 of fig. 7A, the degree of suppression of the friction torque Tf can be made gradually smaller as the steering angular velocity Δ θ s is higher. This can prevent a steering feeling from being lowered due to a sudden switching of the suppression of the friction torque Tf.
The reason why the gain (α × K) obtained by multiplying the first gain K by the coefficient α is used when the suppression of the friction torque Tf is switched in response to the manual operation of the steering wheel 31a and the first gain K not multiplied by the coefficient α is used for switching the recovery torque Ts is as follows.
For example, assume the following situation: while traveling in a curve, the steering wheel 31a is steered by the automatic steering control, and the restoration torque Ts is offset based on the target steering angle θ t as shown in fig. 4B.
In this situation, it is considered that if the steering angular velocity Δ θ s is generated by the driver inadvertently touching the steering wheel 31a or the steering angular velocity Δ θ s temporarily increases in the automatic steering control, the coefficient α becomes 0 due to the generation of the steering angular velocity Δ θ s.
If the gain (α × K) obtained by multiplying the first gain K by the coefficient α is used, it is determined that the steering wheel 31a is being manually operated in the case where the first gain K (α × K) becomes 0 due to the generation of the steering angular velocity Δ θ s as described above, and there is a possibility that the automatic steering control is stopped while traveling in a curve.
Therefore, by using the first gain K that is not multiplied by the coefficient α in the switching of the restoration torque Ts, it is not determined that the steering wheel 31a is being manually operated when the steering angular velocity Δ θ s is generated, and the stop of the automatic steering control is avoided.
The reaction force control unit 37 includes adders 55 and 56 that add the restoration torque Ts, the friction torque Tf, and the viscous torque Tv to calculate a command steering torque Tr = (Ts + (1- α × K) × Tf + Tv).
The adder 55 calculates the sum ((1- α × K) × Tf + Tv) of the output ((1- α × K) × Tf) of the multiplier 54 and the viscous torque Tv. The adder 56 outputs the sum (Ts + (1- α × K) × Tf + Tv) of the output of the adder 55 and the restoration torque Ts to the first drive circuit 13 as the command steering torque Tr.
(action)
Next, an example of the steering control method according to the embodiment will be described with reference to fig. 8.
In step S1, the travel controller 8 determines a target steering angle θ t for causing the host vehicle to travel along a target travel track set in the automatic steering control of the driving assistance control or the automatic driving control.
In step S2, the steering determination unit 40 determines whether or not the steering wheel 31a is being manually operated. If the steering wheel 31a is being manually operated (step S2= "yes"), the processing proceeds to step S3. If the steering wheel 31a has not been manually operated (step S2= "no"), the processing proceeds to step S4.
In step S3, the steering determination unit 40 sets the first gain K to "0". After that, the process advances to step S5.
In step S4, the steering determination unit 40 sets the first gain K to "1". After that, the process advances to step S5.
In step S5, the multiplier 42, the subtractor 43, the axial force calculation unit 44, the SAT calculation unit 45, the servo control unit 46, the multiplier 47, and the adder 48 calculate the restoration torque Ts based on the self-calibration torque.
When the steering wheel 31a is being manually operated (K = 0), the axial force calculation section 44 estimates the rack axial force based on the steering angle θ s. Therefore, the self-alignment torque becomes a steering reaction torque that returns the steering wheel 31a to the neutral position.
In the case where the steering wheel 31a is not manually operated (K = 1), the shaft force calculation section 44 estimates the rack shaft force using an angle (θ s- θ t) by which the steering angle θ s is offset based on the target steering angle θ t. Therefore, the self-calibration torque becomes a steering reaction torque that returns the steering angle θ s to the target steering angle θ t.
The servo control unit 46 servo-controls the reaction force actuator 12 so that the steering angle θ s matches the target steering angle θ t. The multiplier 47 and the adder 48 calculate the sum of the self-calibration torque and the product of the servo signal of the servo control unit 46 and the first gain K as the recovery torque Ts.
Therefore, the restoration torque Ts when the steering wheel 31a is not manually operated (K = 1) includes the servo signal of the servo control unit 46, and the restoration torque Ts when the steering wheel 31a is manually operated (K = 0) does not include the servo signal of the servo control unit 46.
In step S6, the viscous torque calculation section 49 calculates the viscous torque Tv based on the steering angular velocity Δ θ S. Further, the friction torque calculation portion 50 calculates the friction torque Tf based on the steering angular velocity Δ θ s.
In step S7, the coefficient calculation unit 51 calculates a coefficient α corresponding to the steering angular velocity Δ θ S.
In step S8, the multiplier 52 and the subtractor 53 calculate a second gain (1- α × K) for suppressing the friction torque Tf without manually operating the steering wheel 31a.
In step S9, the adders 55 and 56 add the recovery torque Ts, the friction torque Tf, and the viscous torque Tv to calculate a command steering torque Tr = (Ts + (1- α × K) × Tf + Tv).
In step S10, the first drive circuit 13 drives the reaction force actuator 12 by controlling the command current output to the reaction force actuator 12 through torque feedback for matching the actual steering reaction force torque estimated from the drive current of the reaction force actuator 12 with the command steering torque Tr.
In step S11, steering control unit 36 determines a command steering angle from steering angle θ S and steering angular velocity Δ θ S of steering wheel 31a. The second drive circuit 15 controls the command current output to the steering actuator 14 by angle feedback for matching the actual steering angle detected by the steering angle sensor 35 with the command steering angle, and drives the steering actuator 14. After that, the process ends.
(effects of the embodiment)
(1) The vehicle includes a steer-by-wire steering mechanism in which a steering wheel 31a and steered wheels 34FL and 34FR are mechanically separated from each other. The reaction force control unit 37 sets a steering reaction force including a restoring torque Ts for restoring the steering angle θ s of the steering wheel 31a to a reference angle, a viscous torque Tv corresponding to the steering angular velocity Δ θ s of the steering wheel 31a, and a friction torque Tf corresponding to the steering angular velocity Δ θ s, and controls the reaction force actuator 12 for applying a rotation torque to the steering wheel 31a so that the steering wheel 31a generates a steering reaction force.
The steering control portion 36 controls the steering angle of the steered wheels 34FL and 34FR in accordance with the steering angle θ s. The steering determination unit 40 determines whether or not the driver is operating the steering wheel 31a.
When the driver does not operate the steering wheel 31a, the travel controller 8 sets a target travel track on which the host vehicle travels, and the reaction force control unit 37 controls the reaction force actuator 12 so that the steering angle θ s of the steering wheel 31a becomes a target steering angle for causing the host vehicle to travel along the target travel track, and the multiplier 54 suppresses the friction torque Tf included in the command steering torque Tr.
Thus, in the automatic steering control, the operation of the steering wheel 31a can be suppressed from being unsmooth due to the friction torque Tf, and a steering reaction torque that enables smooth steering can be applied.
(2) The multiplier 54 suppresses the friction torque Tf by multiplying the second gain (1- α × K) by the friction torque Tf. Since the coefficient α is set to "0" when the steering angular velocity Δ θ s is higher than the threshold value, the second gain (1- α × K) is "1" when the steering angular velocity Δ θ s is higher than the threshold value, and the friction torque Tf is not suppressed.
When the steering angular velocity Δ θ s is high, it is considered that the steering wheel 31a is being manually operated, and therefore it is possible to avoid the manual steering feeling from being impaired by the suppression of the friction torque Tf.
(3) The coefficient calculation unit 51 sets the coefficient α to be smaller as the steering angular velocity Δ θ s is faster. Therefore, the higher the steering angular velocity Δ θ s, the smaller the degree of suppression of the friction torque Tf. This can prevent a sudden change in the suppression of the friction torque Tf, which leads to a reduction in the steering feeling.
(4) The steering determination unit 40 sets the first gain K to "0" when the driver does not operate the steering wheel while holding the steering wheel. Thus, the friction torque Tf is not suppressed. Thus, when steering is started from a state in which the steering wheel is held, the friction torque Tf can be appropriately applied, and it is possible to avoid a steering feel from being impaired by suppressing the friction torque Tf.
All examples and conditional terms described herein are for the purpose of teaching the reader to understand the present invention and the concept given by the inventor for promoting technical progress, and should be construed as not being limited to the specifically described examples and conditions and the structures of the examples related to the advantages and disadvantages of the present invention in the present specification. Although the embodiments of the present invention have been described in detail, it should be understood that various changes, substitutions, and alterations can be made hereto without departing from the spirit and scope of the invention.
Description of the reference numerals
1: a vehicle control device; 2: an external sensor; 3: an internal sensor; 4: a positioning device; 5: a map database; 6: a communication device; 7: a navigation system; 8: a travel controller; 9: an accelerator pedal opening degree actuator; 10: a brake control actuator; 11: a controller; 12: a reaction force actuator; 13: a first drive circuit; 14: a wheel actuator; 15: a second drive circuit; 16: a camera; 17: a distance measuring device; 18: a vehicle speed sensor; 19: a steering angle sensor; 20: a processor; 21: a storage device; 31: a steering section; 31a: a steering wheel; 31b: a column shaft; 31c: a current sensor; 32: a rotor section; 32a: a pinion shaft; 32b: a steering gear; 32c, the ratio of: a rack; 32d: a steering rack; 33: a backup clutch; 34FR, 34FL: left and right front wheels; 35: a wheel angle sensor; 36: a turning wheel control section; 37: a reaction force control unit; 40: a steering determination unit; 41: an angular velocity calculation unit; 42. 47, 52, 54: a multiplier; 43. 53: a subtractor; 44: an axial force calculation unit; 45: an SAT calculation unit; 46: a servo control unit; 48. 55, 56: an adder; 49: a viscous torque calculation unit; 50: a friction torque calculation unit; 51: and a coefficient calculation unit.
Claims (5)
1. A steering control method for a vehicle provided with a steer-by-wire steering mechanism in which a steering wheel and steered wheels are mechanically separated from each other, the steering control method comprising the steps of:
setting a steering reaction force including a restoration component for restoring a steering angle of the steering wheel to a reference angle, a viscosity component corresponding to a steering angular velocity of the steering wheel, and a friction component corresponding to the steering angular velocity, and controlling an actuator for applying a rotational torque to the steering wheel so that the steering wheel generates the steering reaction force,
controlling a steering angle of the steered wheel according to the steering angle,
it is determined whether the driver is operating the steering wheel,
the control unit is configured to set a target running track on which the vehicle runs when the driver does not operate the steering wheel, and control the actuator so as to suppress the friction component included in the steering reaction force so that the steering angle of the steering wheel becomes the target steering angle for running the vehicle along the target running track.
2. The steering control method according to claim 1,
when the steering angular velocity is higher than a threshold value, the friction component is not suppressed.
3. The steering control method according to claim 1 or 2,
the higher the steering angular velocity is, the smaller the degree of suppression of the friction component is made.
4. The steering control method according to claim 1 or 2,
the friction component is not suppressed in a case where the driver holds the steering wheel without operating the steering wheel.
5. A steering control device for a vehicle provided with a steer-by-wire steering mechanism in which a steering wheel and steered wheels are mechanically separated from each other, the steering control device comprising:
an actuator that imparts a rotational torque to the steering wheel;
a drive circuit for driving the actuator; and
a controller that sets a steering reaction force including a restoration component for restoring a steering angle of the steering wheel to a reference angle, a viscosity component corresponding to a steering angular velocity of the steering wheel, and a friction component corresponding to the steering angular velocity, and outputs a control signal for generating the steering reaction force to the drive circuit,
wherein the controller controls the steering angle of the steering wheel based on the steering angle, determines whether or not the driver is operating the steering wheel, and controls the actuator to suppress the friction component included in the steering reaction force so that the steering angle becomes a target steering angle for causing the vehicle to travel along a target travel track when the driver is not operating the steering wheel.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2018/029791 WO2020031294A1 (en) | 2018-08-08 | 2018-08-08 | Steering control method and steering control device |
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| Publication Number | Publication Date |
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| CN112566835A CN112566835A (en) | 2021-03-26 |
| CN112566835B true CN112566835B (en) | 2023-01-10 |
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| CN201880096613.6A Active CN112566835B (en) | 2018-08-08 | 2018-08-08 | Steering control method and steering control device |
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| US (1) | US11603128B2 (en) |
| EP (1) | EP3835174B1 (en) |
| JP (1) | JP7004076B2 (en) |
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| JP7445387B2 (en) * | 2019-02-27 | 2024-03-07 | 株式会社ジェイテクト | Steering control device |
| WO2020230307A1 (en) * | 2019-05-15 | 2020-11-19 | 日産自動車株式会社 | Steering control method and steering control device |
| KR102173996B1 (en) * | 2019-05-16 | 2020-11-04 | 주식회사 만도 | Steering control device and method thereof, and steering control system |
| KR20220014526A (en) * | 2020-07-29 | 2022-02-07 | 주식회사 만도 | Steering contorl system, steering control apparatus and method |
| DE102020211657A1 (en) * | 2020-09-17 | 2022-03-17 | Ford Global Technologies, Llc | Steering system and method of operating a steering system |
| US11702138B2 (en) * | 2021-05-24 | 2023-07-18 | Toyota Research Institute, Inc. | Method for lateral control assistance to enable one-handed driving of a vehicle |
| JP2023032089A (en) * | 2021-08-26 | 2023-03-09 | トヨタ自動車株式会社 | steering system |
| WO2023042532A1 (en) * | 2021-09-14 | 2023-03-23 | 日立Astemo株式会社 | Steering reactive force control device, steering reactive force control method, and steering reactive force control system |
| WO2023148962A1 (en) * | 2022-02-07 | 2023-08-10 | 株式会社ジェイテクト | Steering control device and steering control method |
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| Publication number | Publication date |
|---|---|
| EP3835174A4 (en) | 2021-09-08 |
| US20210309292A1 (en) | 2021-10-07 |
| CN112566835A (en) | 2021-03-26 |
| EP3835174A1 (en) | 2021-06-16 |
| EP3835174B1 (en) | 2024-04-10 |
| JPWO2020031294A1 (en) | 2021-05-13 |
| JP7004076B2 (en) | 2022-02-04 |
| US11603128B2 (en) | 2023-03-14 |
| WO2020031294A1 (en) | 2020-02-13 |
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